Derailing device



9 1.366 T. REAGAN I 2,031,574

DERAILING DEVICE Filed April 5, 1955 V 2 Sheets-Shet 1 I VENTOR. W1R6 824.7;

ATTORNEY.

Feb.l8,1936. T. J. REAGAN 2,031,574

DERAILING DEVICE Filed April 5, 1955 2 Sheets-Sheet 2 i INVENTOR.

0mm J. Wea an ATTORNEY.

UNITED STATE Patented F eb. 18, 1936 DERAILING DEVICE;

Thomas J. Reagan, Scranton, lfa assignor, by

direct and mesne assignments, toTheRailway Track-work 00., Philadelphia,Pa., a'corporation of Pennsylvania Application April 5,1935, Serial No.14,803

4 Claims.

This invention relates to improvements in derailing devices and hasparticular reference to portable turn-tables adapted for easily andquickly'de-ralling trucks of any nature, such as rail grinders, lightweight repair cars, hand-cars, and. the like, upon the approach of atrain. An object of the present invention is to provide a de-railingdevice of simplified construction, low in cost, adapted for quantityproduction, simple to assemble, and of suflicient strength for itspurpose.

A further object of this invention is to provide a de-railing deviceeasily transported and which is not cumbersome or heavy.

Another object of this invention is to provide a de-railing device whichcan. be handled by one man.

Still another object of the present invention is to provide a de-railingdevice adapted to be made from standard steel shapes with a minimum ofmachine work, which may be assembled and disassembled completely withthe use of but one bolt, and which provides marked commercial andmechanical advantages over derailing devices heretofore used.

With the foregoing and other objects in view, as will be apparent as thedescription proceeds, my invention resides in the combination andarrangement of parts and in the details of construction described inthis specification and particularly pointed out in the appended claims,it being understood that changes in the particular embodiment of myinvention maybe made within the scope of what is claimed withoutdeparting from the spirit of the invention. I intend no limitationsother than those of the claims when fairly interpreted.

Referring now to the accompanying drawings which are furnished solelyfor illustrative purposes,

Fig. l is a sectional elevational showing a preferred form of myde-railing device, the section being taken on the line A-A of Fig. 2;

Fig. 2 is a side elevation of the device of Fig. 1;

Fig. 3 is a perspective sketch illustrating details of construction ofthe device of Fig. l; and

Fig. 4 is a plan view of the device of Fig. l on a pair of rails, withthe turn-table turned part way around towards derailing position.

Similar reference characters refer to similar parts throughout theviews.

Turning particularly to Figs. 1 and 2, the track on which the de-raileroperates comprises the rails 3, 3, on the usual tie-plates 2, 2, and

ties I, I. A main frame is provided to extend across the trackcomprising, in this instance, a lower support member 5 and. an upperturning member 6 loosely pivoted to the lower member 5 as bya bearingblock I2 and a bolt 9, or in any desired manner. The lower member 5 maybe supported slightly above the surface of the rails by two longitudinalside members 4, 4, preferably standard angles bowed slightly upwards atthe center, and resting on the rail heads 'at the ends, insulationblocks I3, I3, intervening when desired to avoid short circuiting signalor other currents. To prevent side slip of the frame, I. prefer toprovide stops or hooks I, I, on the lower support member 5, normallyinsulated therefrom as at 8, and arranged to engage-the under side ofthe rail heads on the inside; as showniin-Fig. 1.

Engaging the upper turning member 6, supported thereby, and turningtherewith, are two longitudinal track members II], II), which are bowedupwards at the center and provided with insulation blocks I3 at theends. Preferably these members are standard angles, each with thevertical leg chamfered off towards the ends as indicated at I4 (Figs. 2and 3) in order that the truck to be de-railed may more readily roll upand down on the members In, II].

It will be noted (Fig. 2) that both ends of each longitudinal trackmember I0 do not touch the rail head simultaneously but that thesemembers, together with the upper turning member 6, rock slightly on thebearing block I2, so that when the truck to be de-railed rides upon thetrack members I0 and balances, the said members will swing clear of therails and may also be swung over the chamfered vertical legs of the sidemembers 4, 4.

Attention is directed to the sketch of Fig. 3, to show more clearly thesimple method of interlocking assembly of the parts described. Supportmembers 5 and 6 are preferably standard rolled shapes, in this instancebeing channels, and after being bolted together are not normally takenapart. In the simplest form of construction, as shown, the two channels5 and 6 are loosely boltedtogether at the center with a bearing block I2between them, the upper channel 6 being downwardly curved, if desired,to provide bearing at the ends.

The side legs of each of the channels 5 and 6 are vertically cut out andhorizontally slotted, as at II, so that the longitudinal angle membersIll and 4 may loosely interfit, each with its respective channel, and beheld against unintentional side movement or lifting. In the case oflower angle 4, the vertical leg of the angle is cut away to accommodatethe width of channel 5.

In dis-assembling, each angle may be quickly twisted out of itsretaining slot H by a rolling motion of the angle, some play having beenprovided in the vertical out. When assembled, however, the flanges ofthe truck wheel's prevent play of the angles and thus prevent the anglesfrom disengaging the slots l I.

It is apparent that, when not loaded, angles 10 and 4 may readily bedisengaged from channels 6 and 5 and the entire apparatus may bedemounted from the tracks by-one man in a few seconds. Intransportation, the four angles and the joined-together main frame;comprising channels 5 and 6, may be nested and bundled together in along package of small cross section which may be readily handled andeasily assembled again. In operation, the truck to be de-railed isrolled from the gauge rails directly up on track members l0, l0, chocksplaced if desired, and the whole upper turn-table comprising the crossmember 6 and the two track members HI, ID, may then be swung around atright angles to the gauge rails, the chocks removed and the truck runoil to either side. The de-railing device may then be quicklydis-assembled and removed from the gauge rails. To replace a derailedtruck upon the gauge rails, the reverse procedure may be followed.

What I claim is:

1. In a de-railing device, a main transverse frame comprising two framemembers pivotally connected together one above the other, longitudinalside support members removably interlocked with the lower one of saidframe members oted to and positioned above said first mentioned framemember, and two longitudinal track members removably interlocked withsaid second frame member and pivoting therewith.

3; A de-railing device comprising two channel members pivotallyconnected together one above the other, a pair of angle membersremovably interlocked with and supporting the lower one of said channelmembers crosswise above a railroad track, a second pair of angle membersremovably interlocked with the other of said channel members andpivoting therewith.

4. In a de-railing device, a stationary frame comprising a transversemember and two longitudinal upwardly bowed side members removablyinterlocked with said transverse member adjacent the ends thereof andadapted to rest at their ends on railroad rails, a second transversemember pivoted to and positioned above the first named transverse memberand having bowed down ends adapted to rest on the first named transversemember, longitudinal track members removably interlocked with saidsecond transverse member adiacent the ends thereof and adapted to bepositioned above and aligned with said side members for reception of atruck to be de-railed.

THOMAS J. REAGAN.

